JP5109290B2 - Electric motor drive control system and control method thereof - Google Patents

Electric motor drive control system and control method thereof Download PDF

Info

Publication number
JP5109290B2
JP5109290B2 JP2006150110A JP2006150110A JP5109290B2 JP 5109290 B2 JP5109290 B2 JP 5109290B2 JP 2006150110 A JP2006150110 A JP 2006150110A JP 2006150110 A JP2006150110 A JP 2006150110A JP 5109290 B2 JP5109290 B2 JP 5109290B2
Authority
JP
Japan
Prior art keywords
voltage
loss
motor
inverter
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2006150110A
Other languages
Japanese (ja)
Other versions
JP2007325351A5 (en
JP2007325351A (en
Inventor
賢樹 岡村
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to JP2006150110A priority Critical patent/JP5109290B2/en
Publication of JP2007325351A5 publication Critical patent/JP2007325351A5/ja
Publication of JP2007325351A publication Critical patent/JP2007325351A/en
Application granted granted Critical
Publication of JP5109290B2 publication Critical patent/JP5109290B2/en
Application status is Active legal-status Critical
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/10Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15Control strategies specially adapted for achieving a particular effect
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44Series-parallel type
    • B60K6/445Differential gearing distribution type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/547Transmission for changing ratio the transmission being a stepped gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02PCONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/06Rotor flux based control involving the use of rotor position or rotor speed sensors
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02PCONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02PCONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • H02P5/74Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more ac dynamo-electric motors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/42Drive Train control parameters related to electric machines
    • B60L2240/421Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/42Drive Train control parameters related to electric machines
    • B60L2240/423Torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/08Electric propulsion units
    • B60W2510/081Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/08Electric propulsion units
    • B60W2510/083Torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/08Electric propulsion units
    • B60W2710/081Speed
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02PCONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2101/00Special adaptation of control arrangements for generators
    • H02P2101/45Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02PCONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2201/00Indexing scheme relating to controlling arrangements characterised by the converter used
    • H02P2201/09Boost converter, i.e. DC-DC step up converter increasing the voltage between the supply and the inverter driving the motor
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02PCONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2205/00Indexing scheme relating to controlling arrangements characterised by the control loops
    • H02P2205/01Current loop, i.e. comparison of the motor current with a current reference
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02PCONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2209/00Indexing scheme relating to controlling arrangements characterised by the waveform of the supplied voltage or current
    • H02P2209/13Different type of waveforms depending on the mode of operation
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies for applications in electromobilty
    • Y02T10/642Control strategies of electric machines for automotive applications
    • Y02T10/643Vector control

Abstract

A voltage command value of a converter is set by executing the step (S100 to S140) of determining a candidate voltage of a system voltage VH as a converter output voltage in a voltage range from the minimum necessary voltage (VHmin) corresponding to induction voltage of a motor generator (MG11, MG2) and a maximum output voltage (VHmax) of the converter; the step (S150 to S165) of estimating power loss at the battery, converter, inverter and motor generator, at each candidate voltage, and calculating total sum of estimated power loss of the overall system; and the step (S170 to S190) of setting the voltage command value VH# based on the candidate voltage that minimizes the total sum of estimated power losses among the candidate voltages.

Description

  The present invention relates to an electric motor drive control system, and more particularly to an electric motor drive control system configured to include a converter capable of variably controlling a DC voltage.

  2. Description of the Related Art Conventionally, as a form of an electric motor drive control system for driving an AC motor, a configuration has been used in which a DC voltage variably controlled by a converter is converted into an AC voltage for driving and controlling the AC motor by an inverter (for example, Patent Documents). 1 and 2).

  For example, Japanese Patent Laid-Open No. 2003-33071 (Patent Document 1) describes a converter as a PAM (pulse amplitude modulation) circuit and a PWM (pulse width modulation) circuit that converts an output voltage of the PAM circuit into an AC voltage. A motor control device including an inverter is disclosed. In particular, the motor control device disclosed in Patent Document 1 discloses that the life of the entire device is improved by equalizing the durability of the switching elements of the converter and the inverter.

  Further, in the drive device disclosed in Japanese Patent Laid-Open No. 2003-116280 (Patent Document 2), the battery output required power obtained by converting the power required for the motor into power is divided by the voltage between the terminals of the battery. The current flowing through the reactor in the converter is calculated. And according to the calculated electric current, the carrier frequency of the transistor which comprises a converter can be set so that converter loss may become the minimum, and the energy efficiency of a drive device can be improved.

Japanese Patent Laid-Open No. 2003-348892 (Patent Document 3) and Japanese Patent Laid-Open No. 2001-238490 (Patent Document 4) describe the output of a converter with a DC voltage control function as a plurality of motor drive circuits (inverters with a motor control function). ), And a motor control device that efficiently controls a plurality of motors is disclosed. In the configurations disclosed in Patent Documents 3 and 4, it is disclosed that the DC voltage value output from the converter is changed based on the conduction ratio of each inverter, the motor load, and the like.
JP 2003-33071 A JP 2003-116280 A JP 2003-348892 A JP 2001-238490 A

  In the configuration in which the output voltage of the converter that is variably controlled is converted into the AC voltage by the inverter and the AC motor is driven as disclosed in Patent Documents 1 to 4, the output voltage of the converter, that is, the DC link side voltage of the inverter As the loss at each component of the system changes with voltage level, the overall system efficiency is expected to change.

  However, Patent Documents 1 to 4 disclose and suggest that in the motor drive control system configured as described above, the DC voltage value to be variably controlled by the converter is determined in consideration of the efficiency of the entire system. Absent.

  The present invention has been made to solve such a problem, and an object of the present invention is to convert a converter configured to be able to variably control a DC voltage and an output voltage of the converter into an AC voltage. In an electric motor drive control system including an inverter, the converter output voltage is appropriately set so as to minimize the power loss in the entire system, thereby improving the overall efficiency of the system.

  An electric motor drive control system according to the present invention includes a DC power source, a converter, an inverter, and voltage setting means. The converter is configured to be capable of boosting the output voltage of the DC power supply, and is configured to variably control the output voltage of the DC power supply in accordance with a voltage command value and output the DC power supply wiring. The inverter performs power conversion between DC power on the DC power supply wiring and AC power for driving the motor by a plurality of switching elements so that the motor operates according to the operation command. The voltage setting means sets a voltage command value for the converter. Further, the voltage setting means includes a minimum voltage setting means, first to fourth loss estimation means, an optimum voltage determination means, and a voltage command generation means. The minimum voltage setting means obtains the necessary minimum voltage corresponding to the induced voltage of the motor based on the operating state of the motor. The first loss estimation means estimates the power loss at the DC power supply based on a preset loss characteristic. The second loss estimating means estimates the power loss in the converter based on a preset loss characteristic. The third loss estimation means estimates the power loss in the inverter based on a preset loss characteristic. The fourth loss estimation means estimates the power loss in the electric motor based on a preset loss characteristic. The optimum voltage determining means is configured to reduce the power loss estimated by the first to fourth loss estimating means within a voltage range higher than the necessary minimum voltage obtained by the minimum voltage setting means and lower than the output upper limit voltage of the converter. A voltage command value is generated in correspondence with the DC voltage on the DC power supply wiring that minimizes the sum.

  According to the motor drive control system, in a configuration including a converter configured to be able to boost a DC power supply voltage and an inverter that converts an output voltage of the converter into an AC voltage for motor drive control, a DC power supply, a converter, Based on the estimation of power loss in each inverter and motor, the converter is operated within the range higher than the induced voltage of the motor in correspondence with the optimum voltage that minimizes the total power loss in the entire system. An output voltage command value can be set. Thereby, the overall efficiency of the system can be improved by appropriately setting the converter output voltage.

  Preferably, in the motor drive control system, the inverter control means has a plurality of control methods for performing switching control on the inverter in accordance with the voltage command value, and selects one control method from the plurality of control methods. Control system selection means is included. The third loss estimation means estimates the power loss at the inverter according to the rotation speed and torque of the motor and the control method selected by the control method selection means based on the loss characteristics set for each control method. To do.

  Based on the above, in the control configuration that switches the inverter control method according to the operating state of the motor, the power loss characteristics in the inverter differ for each control method, and the power loss in the entire system is estimated more accurately can do. Therefore, it is possible to more appropriately set the converter output voltage for increasing the overall efficiency of the system.

  More preferably, in the electric motor drive control system, the plurality of control methods include sinusoidal pulse width modulation control, overmodulation pulse width modulation control, and rectangular wave voltage control. In the sine wave pulse width modulation control, switching control is performed on the inverter so that each phase voltage applied to the electric motor becomes a pulse width modulation waveform voltage corresponding to the voltage command value. In the overmodulation pulse width modulation control, the inverter is subjected to switching control so that each phase voltage applied to the electric motor becomes a pulse width modulation waveform voltage having a higher modulation rate than the sinusoidal pulse width modulation control. In the rectangular wave voltage control, switching control is performed on the inverter so that each phase voltage applied to the electric motor becomes a rectangular wave voltage corresponding to the voltage command value.

  As described above, according to the motor drive control system, in the control configuration for switching the sine wave pulse width modulation method, the overmodulation pulse width method, and the rectangular wave voltage control method as the inverter control method, the converter output voltage is appropriately set. Thus, the overall efficiency of the system can be improved.

  Alternatively, preferably, in the motor drive control system, the loss characteristic represents a change in power loss with respect to at least one of the rotational speed and torque of the motor and a DC voltage on the DC power supply wiring.

  According to the above motor drive control system, by setting the power loss characteristics with respect to the rotation speed and torque of the motor and the converter output voltage in each of the DC power supply, the converter, the inverter, and the motor, the entire system corresponding to the converter output voltage is set. It is possible to more reliably estimate the change in the total power loss. Thereby, it is possible to more appropriately set the converter output voltage for increasing the overall efficiency of the system.

  According to the present invention, in an electric motor drive control system including a converter configured to variably control a DC voltage and an inverter that converts an output voltage of the converter into an AC voltage, by appropriately setting the output voltage of the converter Therefore, it is possible to improve the overall efficiency by minimizing the power loss in the entire system.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

  FIG. 1 is a block diagram illustrating a configuration of a hybrid vehicle 100 shown as an example of a configuration in which an electric motor drive control system according to an embodiment of the present invention is mounted.

  Referring to FIG. 1, hybrid vehicle 100 includes an engine 110, a power split mechanism 120, motor generators MG <b> 1 and MG <b> 2, a speed reducer 130, a drive shaft 140 and wheels (drive wheels) 150. Hybrid vehicle 100 further includes a DC voltage generating unit 10 #, a smoothing capacitor C0, inverters 20 and 30, and a control device 50 for driving and controlling motor generators MG1 and MG2.

  The engine 110 is constituted by, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine 110 is provided with a cooling water temperature sensor 112 that detects the temperature of the cooling water. The output of the cooling water temperature sensor 112 is sent to the control device 50.

  Power split device 120 is configured to be able to split the power generated by engine 110 into a route to drive shaft 140 and a route to motor generator MG1. As the power split mechanism 120, a planetary gear mechanism having three rotation shafts of a sun gear, a planetary gear, and a ring gear can be used. For example, engine 110 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 120 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 110 through the center thereof. Specifically, the rotor of motor generator MG1 is connected to the sun gear, the output shaft of engine 110 is connected to the planetary gear, and output shaft 125 is connected to the ring gear. The output shaft 125 connected to the rotation shaft of the motor generator MG2 is connected to a drive shaft 140 for rotationally driving the drive wheels 150 via the speed reducer 130. A reduction gear for the rotation shaft of motor generator MG2 may be further incorporated.

  Motor generator MG <b> 1 operates as a generator driven by engine 110 and operates as an electric motor that starts engine 110, and is configured to have both functions of an electric motor and a generator.

  Similarly, motor generator MG2 is incorporated into hybrid vehicle 100 for generating vehicle driving force whose output is transmitted to drive shaft 140 via output shaft 125 and reduction gear 130. Further, motor generator MG2 is configured to have a function for the electric motor and the generator so as to perform regenerative power generation by generating an output torque in a direction opposite to the rotation direction of wheel 150.

  Next, a configuration for driving and controlling motor generators MG1 and MG2 will be described.

  DC voltage generating unit 10 # includes a traveling battery B, a smoothing capacitor C1, and a step-up / down converter 15. The traveling battery B corresponds to the “DC power supply” in the present invention, and the buck-boost converter 15 corresponds to the “converter” in the present invention.

  As the traveling battery B, a secondary battery such as nickel metal hydride or lithium ion is applicable. In the following, in the present embodiment, a description will be given of a configuration in which the traveling battery B configured by a secondary battery is a “DC power supply”. However, instead of the traveling battery B, a power storage device such as an electric double layer capacitor is used. It is also possible to apply.

  The battery voltage Vb output from the traveling battery B is detected by the voltage sensor 10, and the battery current Ib input / output to / from the traveling battery B is detected by the current sensor 11. Furthermore, the temperature sensor 12 is provided in the battery B for driving | running | working. Note that the temperature sensor 12 may be provided at a plurality of locations of the traveling battery B because the temperature of the traveling battery B may be locally different. Battery voltage Vb, battery current Ib, and battery temperature Tb detected by voltage sensor 10, current sensor 11, and temperature sensor 12 are output to control device 50.

  Smoothing capacitor C <b> 1 is connected between ground line 5 and power supply line 6. A relay between the positive terminal of the traveling battery B and the power supply line 6 and between the negative terminal of the traveling battery B and the ground line 5 is turned on when the vehicle is driven and turned off when the vehicle is stopped (see FIG. Not shown).

Buck-boost converter 15 (hereinafter also referred to simply as a converter) includes a reactor L1 and power semiconductor switching elements (hereinafter referred to as “switching elements”) Q1 and Q2 that are switching-controlled. Reactor L1 is connected between a connection node of switching elements Q1 and Q2 and power supply line 6. The smoothing capacitor C 0 is connected between the power supply line 7 and the ground line 5.

Switching elements Q1 and Q2 are connected in series between power supply line 7 and ground line 5. On / off of power semiconductor switching elements Q 1 and Q 2 is controlled by switching control signals S 1 and S 2 from control device 50.

  In the embodiment of the present invention, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, a power bipolar transistor, or the like can be used as the switching element. Anti-parallel diodes D1, D2 are arranged for switching elements Q1, Q2.

  The DC voltage side of inverters 20 and 30 is connected to converter 15 via common ground line 5 and power supply line 7. That is, the power supply line 7 corresponds to the “DC power supply wiring” in the present invention. Motor generators MG1 and MG2 correspond to the “motor” in the present invention, and inverters 20 and 30 correspond to the “inverter” in the present invention.

  Inverter 20 includes a U-phase arm 22, a V-phase arm 24, and a W-phase arm 26 provided in parallel between power supply line 7 and ground line 5. Each phase arm is composed of a switching element connected in series between the power supply line 7 and the ground line 5. For example, U-phase arm 22 includes switching elements Q11 and Q12, V-phase arm 24 includes switching elements Q13 and Q14, and W-phase arm 26 includes switching elements Q15 and Q16. Further, antiparallel diodes D11 to D16 are connected to switching elements Q11 to Q16, respectively. Switching elements Q11 to Q16 are turned on and off by switching control signals S11 to S16 from control device 50.

  Motor generator MG1 includes a U-phase coil winding U1, a V-phase coil winding V1 and a W-phase coil winding W1 provided on the stator, and a rotor (not shown). One ends of the U-phase coil winding U1, the V-phase coil winding V1, and the W-phase coil winding W1 are connected to each other at a neutral point N1, and the other ends are connected to the U-phase arm 22, the V-phase arm 24, and the inverter 20 Each is connected to W-phase arm 26. Inverter 20 performs bidirectional power between DC voltage generation unit 10 # and motor generator MG1 by on / off control (switching control) of switching elements Q11-Q16 in response to switching control signals S11-S16 from control device 50. Perform the conversion.

  Specifically, inverter 20 can convert a DC voltage received from power supply line 7 into a three-phase AC voltage in accordance with switching control by control device 50, and output the converted three-phase AC voltage to motor generator MG1. . Thereby, motor generator MG1 is driven to generate a designated torque. Inverter 20 receives the output of engine 110 and converts the three-phase AC voltage generated by motor generator MG1 into a DC voltage according to switching control by control device 50, and outputs the converted DC voltage to power supply line 7. You can also.

  Inverter 30 is configured similarly to inverter 20 and includes switching elements Q21 to Q26 that are on / off controlled by switching control signals S21 to S26 and antiparallel diodes D21 to D26.

  Motor generator MG2 is configured similarly to motor generator MG1, and includes a U-phase coil winding U2, a V-phase coil winding V2 and a W-phase coil winding W2 provided on the stator, and a rotor (not shown). . As with motor generator MG1, one end of U-phase coil winding U2, V-phase coil winding V2, and W-phase coil winding W2 are connected to each other at neutral point N2, and the other end is a U-phase arm of inverter 30. 32, V-phase arm 34 and W-phase arm 36, respectively.

  Inverter 30 performs bidirectional power between DC voltage generation unit 10 # and motor generator MG2 by on / off control (switching control) of switching elements Q21-Q26 in response to switching control signals S21-S26 from control device 50. Perform the conversion.

  Specifically, inverter 30 can convert a DC voltage received from power supply line 7 into a three-phase AC voltage according to switching control by control device 50, and output the converted three-phase AC voltage to motor generator MG2. . Thereby, motor generator MG2 is driven to generate a designated torque. Further, inverter 30 converts the three-phase AC voltage generated by motor generator MG2 by receiving the rotational force from wheel 150 during regenerative braking of the vehicle into a DC voltage according to switching control by control device 50, and the converted DC voltage Can be output to the power supply line 7.

  The regenerative braking here refers to braking with regenerative power generation when the driver operating the hybrid vehicle performs a foot brake operation, or regenerative braking by turning off the accelerator pedal while driving without operating the foot brake. This includes decelerating (or stopping acceleration) the vehicle while generating electricity.

  Each of motor generators MG1, MG2 is provided with a current sensor 27 and a rotation angle sensor (resolver) 28. Since the sum of instantaneous values of the three-phase currents iu, iv, and iw is zero, the current sensor 27 detects the motor current for two phases (for example, the V-phase current iv and the W-phase current iw) as shown in FIG. It is enough to arrange it to do. Rotation angle sensor 28 detects a rotation angle θ of a rotor (not shown) of motor generators MG 1, MG 2 and sends the detected rotation angle θ to control device 50. Control device 50 can calculate rotational speed Nmt (rotational angular velocity ω) of motor generators MG1 and MG2 based on rotational angle θ. In the embodiment of the present invention, the term “number of revolutions” refers to the number of revolutions per unit time (typically per minute) unless otherwise specified.

  The motor current MCRT (1) and the rotor rotation angle θ (1) of the motor generator MG1 and the motor current MCRT (2) and the rotor rotation angle θ (2) of the motor generator MG2 detected by these sensors are the control device. 50. Further, control device 50 provides a motor command MG1 torque command value Tqcom (1) and a control signal RGE (1) indicating a regenerative operation, and a motor generator MG2 torque command value Tqcom (2) and a regenerative operation. The control signal RGE (2) indicating the operation is received.

A control device 50 including an electronic control unit (ECU) includes a microcomputer (not shown), a RAM (Random Access Memory) 51, and a ROM (Read Only Memory) 52.
For switching control of converter 15 and inverters 20 and 30 so that motor generators MG1 and MG2 operate according to a motor command input from a higher-level electronic control unit (ECU) according to a predetermined program process. Switching control signals S1, S2 (converter 15), S11-S16 (inverter 20), and S21-S26 (inverter 30).

  Further, the control device 50 receives information on the battery B for traveling, such as a charge rate (SOC: State of Charge) and input powers Win and Wout indicating charge / discharge restrictions. Thus, control device 50 has a function of limiting power consumption and generated power (regenerative power) in motor generators MG1 and MG2 as necessary so that overcharge or overdischarge of battery B for traveling does not occur. .

  In the present embodiment, the mechanism for switching the switching frequency in the inverter control by the single control device (ECU) 50 has been described. However, the same control configuration is realized by the cooperative operation of the plurality of control devices (ECU). Is also possible.

  Next, operations of converter 15 and inverters 20 and 30 in drive control of motor generators MG1 and MG2 will be described.

  At the time of boosting operation of converter 15, control device 50 determines DC voltage VH (this DC voltage corresponding to the DC side voltage of inverters 20 and 30, hereinafter referred to as “system voltage VH”) according to the operating state of motor generators MG 1 and MG 2. Voltage command value VH # (hereinafter also referred to as system voltage command value VH #), and based on system voltage command value VH # and the value detected by voltage sensor 13, the output voltage of converter 15 is set to system voltage command. Switching control signals S1, S2 are generated to be equal to value VH #.

  Converter 15 supplies in common to inverters 20 and 30 a system voltage VH obtained by boosting DC voltage (battery voltage) Vb supplied from battery B for traveling. More specifically, in response to the switching control signals S1 and S2 from the control device 50, the duty ratio (on period ratio) of the switching elements Q1 and Q2 is set, and the boost ratio is determined according to the duty ratio. Become.

  Further, during the step-down operation, converter 15 steps down DC voltage (system voltage) supplied from inverters 20 and 30 via smoothing capacitor C0 and charges battery B for traveling. More specifically, in response to switching control signals S1 and S2 from control device 50, a period in which only switching element Q1 is turned on and a period in which both switching elements Q1 and Q2 are turned off are alternately provided, The step-down ratio is in accordance with the duty ratio during the ON period.

  Smoothing capacitor C0 smoothes the DC voltage (system voltage) from converter 15 and supplies the smoothed DC voltage to inverters 20 and 30. The voltage sensor 13 detects the voltage across the smoothing capacitor C 0, that is, the system voltage VH, and outputs the detected value to the control device 50.

  The inverter 30 outputs torque according to the torque command value Tqcom (2) by the on / off operation (switching operation) of the switching elements Q21 to Q26 in response to the switching control signals S21 to S26 from the control device 50. Motor generator MG2 is driven. Torque command value Tqcom (2) is a positive value (Tqcom (2)> 0), zero (Tqcom (2) = 0), according to an output (torque × rotation speed) request to motor generator MG2 according to the driving situation. Alternatively, it is appropriately set to a negative value (Tqcom (2) <0).

  In particular, during regenerative braking of the hybrid vehicle, the torque command value of motor generator MG2 is set to a negative value (Tqcom (2) <0). In this case, inverter 30 converts the AC voltage generated by motor generator MG2 into a DC voltage by a switching operation in response to switching control signals S21 to S26, and converts the converted DC voltage (system voltage) to smoothing capacitor C0. To the converter 15.

  Further, similarly to the operation of inverter 30 described above, inverter 20 causes motor generator MG1 to operate according to the command value by on / off control of switching elements Q11 to Q16 according to switching control signals S11 to S16 from control device 50. Power conversion.

  Thus, control device 50 controls driving of motor generators MG1 and MG2 in accordance with torque command values Tqcom (1) and Tqcom (2), so that in hybrid vehicle 100, vehicle driving force due to power consumption by motor generator MG2 is controlled. Generation, generation of charging power of the traveling battery B or power consumption of the motor generator MG2 by power generation by the motor generator MG1, and generation of charging power of the traveling battery B by regenerative braking operation (power generation) by the motor generator MG2. This can be appropriately executed according to the driving state of the vehicle.

  Next, power conversion control in the inverters 20 and 30 by the control device 50 will be described in detail. The inverter control described below is common to the inverters 20 and 30.

  FIG. 2 is a diagram for explaining an inverter control method used in the motor drive control system of FIG.

  As shown in FIG. 2, in the motor drive control system according to the embodiment of the present invention, three control methods are switched and used for motor control by the inverters 20 and 30.

  The sine wave PWM (pulse width modulation) control is used as a general PWM control, and the on / off of the switching element in each phase arm is changed to a sine wave voltage command value and a carrier wave (typically, a triangular wave). Control according to the voltage comparison. As a result, for a set of a high level period corresponding to the on period of the upper arm element and a low level period corresponding to the on period of the lower arm element, the duty is set so that the fundamental wave component becomes a sine wave within a certain period. The ratio is controlled. As is well known, in the sine wave PWM control, the fundamental wave component amplitude can be increased only up to 0.61 times the DC side voltage of the inverter (that is, the system voltage VH).

  On the other hand, in the rectangular wave voltage control, one pulse of a rectangular wave having a ratio of 1: 1 between the high level period and the low level period is applied to the motor generator MG within the predetermined period. As a result, the modulation rate is increased to 0.78.

  The overmodulation PWM control performs PWM control similar to the sine wave PWM control after distorting the carrier wave to reduce the amplitude. As a result, the fundamental wave component can be distorted, and the modulation factor can be increased to a range of 0.61 to 0.78.

  In the motor generator MG (generally representing MG1 and MG2; the same applies hereinafter), when the rotational speed and / or torque increases, the counter electromotive force increases and the induced voltage increases, so that the required voltage increases. . Accordingly, the output voltage (system voltage VH) of converter 15 needs to be set higher than this necessary voltage. On the other hand, the boost of the converter 15 has a limit, and the output voltage has an upper limit value (that is, the maximum system voltage).

  Therefore, in the region where the required voltage (induced voltage) is lower than the maximum system voltage, the maximum torque control by sine wave PWM control or overmodulation PWM control is applied, and the output torque becomes the torque command value by motor current control according to vector control. Controlled by Tqcom.

  On the other hand, when the necessary motor voltage (induced voltage) reaches the maximum system voltage, the rectangular wave voltage control corresponding to the field weakening control is applied while maintaining the system voltage VH. In the rectangular wave voltage control method, since the amplitude of the fundamental wave component is fixed, torque control is executed by voltage phase control of the rectangular wave pulse.

  When the same motor current is supplied with the same system voltage VH, that is, with the same DC voltage switched by the inverters 20 and 30, the switching loss in the inverter is the number of switching times per unit time. Dependent. Therefore, under these same conditions, the switching loss is maximized in the sine wave PWM control, the switching loss is minimized in the rectangular wave voltage control, and the switching loss is intermediate between both in the overmodulation PWM control.

  FIG. 3 shows a control block diagram in the sine wave PWM control system and the overmodulation PWM control system. The motor control according to the block diagram shown in FIG. 3 is realized by executing a program stored in advance in the control device 50 at a predetermined cycle.

  Referring to FIG. 3, PWM control block 200 includes a current command generation unit 210, coordinate conversion units 220 and 250, a rotation speed calculation unit 230, a PI calculation unit 240, and a PWM signal generation unit 260.

  The current command generation unit 210 follows the d-axis current command value Idcom according to the torque command value Tqcom (which collectively represents Tqcom (1) and Tqcom (2), the same applies hereinafter) according to a previously created map or the like. And q-axis current command value Iqcom is generated.

Coordinate conversion unit 220 performs V- phase current iv and W-phase current detected by current sensor 27 by coordinate conversion (3 phase → 2 phase) using rotation angle θ of motor generator MG detected by rotation angle sensor 28. based on i w, and calculates the d-axis current id and the q-axis current iq. Based on the output from rotation angle sensor 28, rotation speed calculation unit 230 calculates rotation speed Nmt (or rotation angular velocity ω) of motor generator MG.

  A deviation ΔId (ΔId = Idcom-id) with respect to the command value of the d-axis current and a deviation ΔIq (ΔIq = Iqcom-iq) with respect to the command value of the q-axis current are input to the PI calculation unit 240. PI calculating section 240 performs PI calculation with a predetermined gain for each of d-axis current deviation ΔId and q-axis current deviation ΔIq to obtain a control deviation, and d-axis voltage command value Vd # and q-axis corresponding to this control deviation Voltage command value Vq # is generated.

  Coordinate conversion unit 250 converts d-axis voltage command value Vd # and q-axis voltage command value Vq # to U-phase, V-phase, W-phase by coordinate conversion (2 phase → 3 phase) using rotation angle θ of motor generator MG. Each phase voltage command value Vu, Vv, Vw of the phase is converted. The system voltage VH is also reflected in the conversion from the d-axis and q-axis voltage command values Vd # and Vq # to the phase voltage command values Vu, Vv and Vw.

  The PWM signal generation unit 260 generates the switching control signals S11 to S16 (S21 to S26) illustrated in FIG. 1 based on the comparison between the voltage command values Vu, Vv, and Vw in each phase and a predetermined carrier wave.

  The inverter 20 (30) is subjected to switching control according to the switching control signals S11 to S16 (S21 to S26) generated by the PWM control block 200, so that torque according to the torque command value Tqcom is output to the motor generator MG. AC voltage is applied to As described above, in the overmodulation PWM control method, the carrier wave used in the PWM modulation in the PWM signal generation unit 260 is switched from the general carrier in the sine wave PWM control method.

  As described above, the modulation rate is taken into consideration when selecting the sine wave PWM control method, the overmodulation PWM control method, and the rectangular wave voltage control method. For this reason, in the motor drive control system according to the embodiment of the present invention, in order to select a control method according to the required modulation rate, voltage command value generation unit 300, voltage command amplitude calculation unit 320, modulation rate calculation A unit 330 and a control method selection unit 340 are further provided.

  Voltage command value generation unit 300 sets voltage command value VH # of system voltage VH in accordance with the operating state (torque, rotation speed) of motor generators MG1, MG2. Voltage command value VH # will be described in detail later.

  The voltage command amplitude calculation unit 320 uses the d-axis voltage command value Vd # and the q-axis voltage command value Vq # generated by the PI calculation unit 240, and the voltage phase φ (voltage phase with reference to the d-axis), The line voltage amplitude Vamp is calculated according to the following equations (1) and (2).

Vamp = | Vd # | .cosφ + | Vq # | .sinφ (1)
tan φ = Vq # / Vd # (2)
Modulation factor calculation unit 330 calculates an actual modulation factor Kmd from the line voltage amplitude Vamp calculated by voltage command amplitude calculation unit 320 and voltage command value VH # of the system voltage according to the following equation (3).

Kmd = Vamp / VH # (3)
The control method selection unit 340 selects a control method capable of realizing the modulation factor Kmd calculated by the modulation factor calculator 330 from sine wave PWM control, overmodulation PWM control, and rectangular wave voltage control.

  PWM signal generation unit 350 performs predetermined PWM control based on the detected values of battery voltage Vb and system voltage VH detected by voltage sensors 10 and 13 so that the output voltage of converter 15 matches voltage command value VH #. Switching control signals S1 and S2 are generated according to the method.

  FIG. 4 shows a control block diagram during rectangular wave voltage control. As described above, the rectangular wave voltage control is selected when the modulation factor Kmd calculated by the modulation factor calculator 330 is not realized by the overmodulation PWM control. The rectangular wave voltage control according to the block diagram shown in FIG. 4 is also realized by executing a program stored in advance in the control device 50 at a predetermined cycle.

  Referring to FIG. 4, rectangular wave voltage control block 400 includes a power calculation unit 410, a torque calculation unit 420, a PI calculation unit 430, a rectangular wave generator 440, and a signal generation unit 450.

  The power calculation unit 410 uses the phase currents obtained from the V-phase current iv and the W-phase current iw by the current sensor 27 and the voltages (U phase, V phase, W phase) voltages Vu, Vv, Vw as follows ( 4) Motor supply power Pmt is calculated according to the equation.

Pmt = iu · Vu + iv · Vv + iw · Vw (4)
The torque calculation unit 420 uses the motor power Pmt obtained by the power calculation unit 410 and the angular velocity ω calculated from the rotation angle θ of the motor generator MG detected by the rotation angle sensor 28, according to the following equation (5). Estimated value Tq is calculated.

Tq = Pmt / ω (5)
Torque deviation ΔTq (ΔTq = Tqcom−Tq) with respect to torque command value Tqcom is input to PI calculation unit 430. PI calculation unit 430 performs PI calculation with a predetermined gain on torque deviation ΔTq to obtain a control deviation, and sets phase φv of rectangular wave voltage according to the obtained control deviation. Specifically, when positive torque is generated (Tqcom> 0), the voltage phase φv is controlled so that the voltage phase is advanced when the torque is insufficient and the voltage phase is delayed when the torque is excessive. When negative torque is generated (Tqcom <0), the voltage phase φv is controlled so that the voltage phase is delayed when the torque is insufficient, while the voltage phase is advanced when the torque is excessive.

  The rectangular wave generator 440 generates each phase voltage command value (rectangular wave pulse) Vu, Vv, Vw according to the voltage phase φv set by the PI calculation unit 430. The signal generator 450 generates switching control signals S11 to S16 (S21 to S26) according to the phase voltage command values Vu, Vv, and Vw. When inverter 20 (30) performs a switching operation according to switching control signals S11 to S16 (S21 to S26), a rectangular wave pulse according to voltage phase φv is applied as each phase voltage of the motor.

  Thus, during the rectangular wave control method, torque control of motor generator MG can be performed by feedback control of torque (electric power). However, since the operation amount of the motor applied voltage is only the phase in the rectangular wave control method, the control responsiveness is lowered as compared with the PWM control method in which the amplitude and phase of the motor applied voltage can be the operation amount.

  Next, setting of system voltage command value VH #, which is a characteristic point in the motor drive control system according to the embodiment of the present invention, will be described in detail.

  FIG. 5 is a flowchart illustrating system voltage command value setting according to the embodiment of the present invention.

  Referring to FIG. 5, control device 50 performs control according to an output request (rotation speed × torque) to motor generators MG <b> 1 and MG <b> 2 according to the vehicle state (vehicle speed, pedal operation, etc.) in step S <b> 100. , Torque command values Tqcom (1) and Tqcom (2) are set.

  In step S110, control device 50 further calculates required voltage Vmg1 in accordance with the induced voltage of motor generator MG1 in accordance with the rotational speed of motor generator MG1 and torque command value Tqcom (1). Similarly, control device 50 calculates required voltage Vmg2 in accordance with the induced voltage of motor generator MG2 in accordance with the rotational speed of motor generator MG2 and torque command value Tqcom (2) in step S120.

  Here, in motor generator MG, as the rotational speed and / or torque increases, the back electromotive force increases and the induced voltage increases. Therefore, in steps S110 and S120, required voltages Vmg1 and Vmg2 are set to be equal to or higher than the induced voltages of motor generators MG1 and MG2, respectively.

  That is, as shown in FIG. 6, the required voltages Vmg1 and Vmg2 are relatively higher in accordance with the torque and the rotational speed of motor generator MG, specifically, in the region of high rotational speed and high torque. Is set. For example, for each of motor generators MG1 and MG2, the necessary voltages Vmg1 and Vmg2 are calculated in steps S110 and S120 by referring to the map reflecting the characteristics shown in FIG. 6 using the torque command value Tqcom and the rotation speed Nmt as arguments. it can.

  Referring to FIG. 5 again, subsequently, in step S130, control device 50 calculates required minimum voltage VHmin which is the maximum value of MG1 required voltage Vmg1 and MG2 required voltage Vmg2 calculated in steps S110 and S120, respectively. That is, the necessary minimum voltage VHmin is set higher than the induced voltage of motor generators MG1, MG2.

  In step S140, control device 50 determines a plurality of candidates within the voltage range of maximum output voltage VHmax of converter 15 from required minimum voltage VHmin obtained in step S130 (hereinafter, this voltage range is also referred to as “candidate voltage range”). Voltages VH (1) to VH (n) are set. Here, n is an integer of 2 or more. Then, the variable i = 1 is set as an initial value. Note that the number and / or voltage interval of candidate voltages VH (1) to VH (n) may be fixed values, or may be set variably according to the operating states of motor generators MG1 and MG2. Also, the voltage intervals of the candidate voltages VH (1) to VH (n) are not necessarily limited to equal intervals.

  Further, in step S150, control device 50 estimates power loss (battery loss) Plb in traveling battery B at candidate voltage VH (i). Similarly, control device 50 estimates power loss (converter loss) Plcv in converter 15 at candidate voltage VH (i) in step S152. Further, in step S154, control device 50 estimates power losses (inverter losses) Plib1 and Priv2 in inverters 20 and 30 at candidate voltage VH (i). Further, control device 50 estimates power loss (MG loss) Plmg1, Plmg2 at motor generators MG1, MG2 at candidate voltage VH (i) in step S156.

  The control device 50 calculates the sum Plt of power loss, which is the total of the battery loss Plb, converter loss Plcv, inverter loss Pliv1, Plib2, and MG loss Plmg1, Plmg2, estimated in steps S150, S152, S154, and S156, respectively. (Step S160). Then, control device 50 calculates total power loss Plt of the entire system for each of candidate voltages VH (1) to VH (n) by iterative processing in steps S162 and S165.

  In step S170, control device 50 formulates candidate voltage VH (j) that minimizes total power loss Plt from candidate voltages VH (1) to VH (n). In step S180, control device 50 calculates optimal voltage VHopt based on candidate voltage VH (j). At this time, the candidate voltage VH (j) may be used as the optimum voltage VHopt as it is, or optimal by interpolation between the candidate voltage VH (j) and the adjacent candidate voltage VH (j−1) or VH (j + 1). The voltage VHopt may be calculated.

  Then, control device 50 sets voltage command value VH # in accordance with optimum voltage VHopt obtained in step S180 (step S190). Basically, VH # = VHopt is set. Thus, system voltage command value VH # is set so that system voltage VH is obtained such that the total power loss in the entire motor control system is minimized.

  Although not shown in the flowchart of FIG. 5, when the necessary minimum voltage VHmin obtained in step S130 is equal to the maximum output voltage VHmax of the converter 15, there is no degree of freedom of the system voltage VH. Steps S140 to S190 are omitted, and voltage command value VH # = VHmax (= VHmin) is set.

  Next, details of power loss estimation in each component of the motor control system will be sequentially described.

The battery loss Plb is mainly Joule loss due to internal resistance, and is represented by Ib · r 2 using the internal resistance value r and the battery current Ib.

  As shown in FIG. 7, the battery current Ib is obtained by superimposing a ripple current (AC component) ΔIbr on an average current (DC component) Ibave. This ripple current ΔIbr increases in accordance with the voltage difference | VH−Vb | between system voltage VH and battery voltage Vb.

  As shown in FIG. 8, the battery loss Plb is represented by the sum of a power loss Plb1 proportional to the square of the average current (DC) Ibave and a power loss Plb2 proportional to the square of the AC current component ΔIbr. Here, the power loss Plb2 due to the ripple current increases as the voltage difference | VH−Vb | increases.

  Therefore, the battery loss Plb can be estimated based on the battery average current (direct current) Ibave, that is, the operating state (torque × rotational speed) of MG1 and MG2, and the voltage difference | VH−Vb |.

  Here, the input / output power from the battery indicated by the product of the average current Ibave and the battery voltage Vb corresponds to the sum of the power consumption or generated power in each motor generator MG, and varies depending on the system voltage VH. It is not a thing. Therefore, Plb2 should be mainly considered as the battery loss Plb to be evaluated in order to formulate the optimum value of voltage command value VH #.

  Therefore, for the battery loss Plb, a change reflecting the characteristic of FIG. 8 with the voltage difference | VH−Vb | as an argument is created in advance to estimate a change in the battery loss Plb with respect to the candidate voltage VH (i). be able to.

  The loss in converter 15 is mainly the sum of the loss in switching elements Q1 and Q2 and the loss in reactor L1. In either case, the smaller the converter passing current (that is, the battery current Ib) and the lower the system voltage VH, the smaller the loss. Further, when the ripple current ΔIbr increases, the loss depending on the square of the current increases, so the voltage difference | VH−Vb | is one of the factors that determine the converter loss Plcv.

  Referring to FIG. 9, converter loss Plcv basically corresponds to the square of battery current Ib. Therefore, as shown in FIG. 9, converter loss Plcv is basically a value proportional to the square of average current Ibave of battery current Ib, and increases as voltage difference | VH−Vb | increases.

Therefore, the converter loss Plcv can also be estimated based on the battery average current) Ibave, that is, the operating state (torque × rotational speed) of MG1 and MG2, and the voltage difference | VH−Vb |. As described above, the battery average current Ibave does not change depending on the system voltage VH. Therefore, for converter loss Pcnv to be evaluated in order to formulate the optimum value of voltage command value VH #, a map reflecting the characteristics of FIG. 9 is created in advance with voltage difference | VH−Vb | as an argument. Thus , it is possible to estimate a change in converter loss P lcv with respect to the candidate voltage VH (i).

  The inverter losses in the inverters 20 and 30 are mainly on-loss and switching loss in the switching element, and become smaller as the current flowing through the switching element is smaller and the system voltage VH is lower.

  As shown in FIG. 10, in the motor control method using the inverters 20 and 30, the sine wave PWM control is selected in the low rotation speed region 500, and a larger modulation rate is required as the rotation speed increases. In the area 510, overmodulation PWM control is selected, and in the area 520 having a higher rotation speed, rectangular wave voltage control is used. For example, when a constant torque T1 is output, the control method is switched from sine wave PWM control to overmodulation PWM control in the vicinity of MG rotation speed = N1 as the MG rotation speed increases, and when the rotation speed further increases, the rotation speed = The control method is switched from overmodulation PWM control to rectangular wave voltage control in the vicinity of N2.

  At this time, when the system voltage VH is determined in correspondence with the necessary minimum voltage VHmin, the system voltage VH increases from the battery voltage Vb to the maximum output voltage VHmax of the converter 15 as the rotational speed increases. In the region where MG rotation speed ≧ N2, the necessary minimum voltage VHmin reaches the maximum output voltage VHmax, so that the degree of freedom in setting the system voltage VH is lost.

  Here, the inverter power loss Priv1 (or Priv2) is the range of the system voltage VH when the same torque (T1) is output in the region where the MG rotation number is the rotation number N0 to N1, that is, the region where the sine wave PWM control is applied. As the switching voltage of each switching element increases in accordance with the increase, the switching loss increases. Along with this, the inverter loss Priv1 (or Priv2) increases.

  However, with the rotational speed N1 as a boundary, the control method is switched from sine wave PWM control to overmodulation PWM control with a relatively small number of switching times per unit time, so that the system voltage VH increases as the MG rotational speed increases. Inverter loss Plib1 (or Priv2) decreases despite the further increase.

  As the rotational speed further increases, the inverter loss Plib1 (or Priv2) gradually increases due to an increase in switching loss in each switching element as the system voltage VH increases. Further, in the region where the rectangular wave voltage control is applied because the system voltage VH reaches the converter maximum output voltage VHmax, it is necessary to perform field weakening control to reduce the inverter efficiency in order to suppress the induced voltage in the motor generator MG. Therefore, the number of times of switching per unit time decreases, but the inverter loss Priv1 (or Plib2) gradually increases.

  On the other hand, the MG loss in motor generators MG1 and MG2 is the sum of the copper loss caused by the current flowing in each phase coil winding and the iron loss caused by the change in the magnetic flux of the iron core. For this reason, the smaller the current flowing through each phase coil winding, the smaller the MG loss.

  Therefore, in general, the MG loss in motor generators MG1 and MG2 can be estimated based on the operating state (rotation speed and torque) of the motor.

  For example, FIG. 11 shows the system voltage and output torque under a certain rotational speed, the sum of power loss Plib1 + Plmg1 (and the sum of losses Priv2 + Plmg2 of inverter 30 and motor generator MG), and inverter 20 and motor generator MG1. The relationship is shown. In FIG. 11, a map for estimating inverter loss and MG loss based on the rotation speed, torque (torque command value) and system voltage of motor generator MG is taken into consideration in consideration of the above-described difference in applied control method. This indicates that it can be set. At this time, the inverter loss can be estimated by setting in advance a control method to be selected corresponding to the operating state of motor generator MG (that is, the rotation speed and the torque command value).

  As a result, as shown in FIG. 12, the rotational speed / torque of motor generator MG1 (torque command value Tqcom (1)), the rotational speed / torque of motor generator MG2 (torque command value Tqcom (2)), and the system Battery loss estimator 550 for estimating battery loss Plb, converter loss estimator 560 for estimating converter loss Plcv, inverter loss estimator 570 for estimating inverter losses Pinv1 and Pinv2, using at least one of voltages VH as an argument, In addition, MG loss estimation unit 580 that estimates MG losses Plmg1 and Plmg2 in motor generators MG1 and MG2 can be configured.

  For example, in the battery loss estimation unit 550, a map 555 based on the characteristics shown in FIG. 8 is created in advance, and by referring to the map 555, the operation state of the motor generators MG1 and MG2 at that time and the system voltage VH The battery loss Plb at the candidate voltage VH (i) can be estimated.

Similarly, a map 565 based on the characteristics shown in FIG. 9 is created in advance in converter loss estimator 560, and by referring to map 565, the operating state and system voltage of motor generators MG1 and MG2 at that time The converter loss P lcv at the candidate voltage VH (i) of VH can be estimated.

As described above, regarding the map 555 for estimating the battery loss Plb and the map 565 for estimating the converter loss P lcv , the voltage difference | VH−Vb | or the system voltage VH (candidate voltage VH (i)) is set. It is also possible to construct a map as an argument.

  Further, by constructing a map 575 reflecting the characteristics shown in FIG. 11, the inverter loss and MG loss of the motor generators MG1 and MG2 and the candidate voltage VH (i) are used as arguments. The inverter loss estimation unit 570 and the MG loss estimation unit 580 can be integrally configured so as to estimate the sum Plmg1 + Priv1 (or Plmg2 + Priv2).

  Alternatively, the inverter loss estimation unit 570 may be configured to estimate the inverter loss Plib1 (Priv2) further reflecting the control method described above.

Referring to FIG. 13, inverter loss estimation unit 570 # is configured independently of MG loss estimation unit 580. As described above, MG loss estimating unit 580, the operating state of motor generator MG1 (MG2) and (rotational speed-torque) as an argument, and a map 5 85 based on the estimation of copper loss and iron loss. MG loss estimation unit 580 estimates MG losses Plmg1 and Plmg2 based on the operating state (rotation speed / torque) of motor generator MG1 (MG2) by referring to map 585.

  Inverter loss estimation unit 570 # includes maps 575a, 575b, and 575c provided for each control method, and an output switching unit 576.

  The map 575a mainly uses the switching element with the operating state (rotation speed / torque) and the system voltage (candidate voltage VH (i)) of the corresponding motor generator MG1 (or MG2) at the time of sine wave PWM control as arguments. The inverter loss Priv1 (Priv2) reflecting the switching loss is estimated.

  Similarly, the map 575b is mainly switched with the operating state (rotation speed / torque) of the corresponding motor generator MG1 (or MG2) and the system voltage (candidate voltage VH (i)) as arguments in overmodulation PWM control. The inverter loss Plib1 (Priv2) reflecting the switching loss in the element is configured to be estimated.

  Further, the map 575c mainly uses the operating state (rotation speed / torque) of the corresponding motor generator MG1 (or MG2) and the system voltage (candidate voltage VH (i)) at the time of the rectangular wave voltage control as arguments. The inverter loss Priv1 (Priv2) reflecting the switching loss at is configured to be estimated.

  The output switching unit 576 selects one map from the maps 575a, 575b, and 575c according to the currently selected control method according to the output of the control method selection unit 340. Thereby, based on the reference result of the map selected by the output switching unit 576, the inverter loss Priv1 (Priv2) is estimated.

  In the configuration shown in FIG. 13, the switching point of the control method during the actual control operation (typically due to the characteristic variation of motor generators MG1 and MG2 (typically, the magnetic variation of the permanent magnet mounted on the rotor)). Even when the rotation speed / torque is different from the design, the inverter loss can be estimated with higher accuracy.

  As described above, in the electric motor drive control system according to the embodiment of the present invention, the DC power supply (battery), converter, inverter, and motor generator MG are in the voltage region in which the minimum required voltage of motor generators MG1 and MG2 is ensured. Based on each power loss estimation, the system voltage VH can be set to an optimum voltage that minimizes the total power loss in the entire system. Thereby, the overall efficiency of the electric motor drive control system can be improved. As a result, in a hybrid vehicle equipped with this electric motor drive control system, fuel efficiency can be improved.

  In particular, by reflecting the control method in the estimation of the inverter loss, the estimation of the entire loss of the motor drive control system with respect to the change in the system voltage VH can be executed with higher accuracy. As a result, the setting of the system voltage VH can be further optimized, and the overall efficiency of the motor drive control system can be improved more reliably.

  Here, in the present embodiment, steps S100 to S130 in FIG. 5 correspond to “minimum voltage setting means” in the present invention, and step S150 in FIG. 5 or battery loss estimation unit 550 in FIG. 5 corresponds to the “first loss estimation means” in FIG. 5 or the converter loss estimation unit 560 in FIG. 12 corresponds to the “second loss estimation means” in the present invention. Further, step S154 in FIG. 5 or inverter loss estimation unit 570 in FIG. 12 corresponds to “third loss estimation means” in the present invention, and step 156 in FIG. 5 or MG loss estimation unit 580 in FIG. This corresponds to “fourth loss estimation means” in the present invention. Further, steps S160 to S180 in FIG. 5 correspond to “optimal voltage setting means” in the present invention, and steps S160 and S170 in FIG. 5 correspond to “voltage command setting means” in the present invention.

  In this embodiment, calculation examples of battery loss, converter loss, inverter loss, and MG loss are merely representative, and these losses are estimated based on other methods or other variables. It is also possible to adopt a configuration. Also in this case, according to the flowchart shown in FIG. 5, the optimum voltage VHopt is calculated by formulating the system voltage VH that minimizes the power loss of the entire system by summing up the estimated loss values of the respective components. It is possible to set voltage command value VH # corresponding to

  Further, a control configuration may be adopted in which power loss estimation and the sum thereof are obtained by focusing on a part of the battery loss, converter loss, inverter loss, and MG loss that has a large degree of change with respect to the change in system voltage VH. In this case, the setting of the system voltage VH can be optimized after reducing the calculation load.

  Further, in the embodiment of the present invention, the electric motor drive control system mounted on the hybrid vehicle is representatively exemplified, but the application of the present invention is not limited to such a case. That is, the motor drive system according to the present invention can also be applied to an electric motor drive control system mounted on an electric vehicle other than a hybrid vehicle represented by an electric vehicle. In addition, in the case of an electric motor drive control system including a converter capable of variably controlling DC voltage, the number and type of motor generators (or electric motors / generators) to be driven are controlled by the motor generators (electric motors). The present invention can be applied without limiting the load to be applied.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a block diagram explaining the structure of the hybrid vehicle shown as an example of the structure by which the electric motor drive control system by embodiment of this invention is mounted. It is a figure explaining the inverter control system used with the electric motor drive control system of FIG. It is a control block diagram in sine wave PWM control and overmodulation PWM control. It is a control block diagram at the time of rectangular wave control. It is a flowchart explaining the system voltage command value setting in the electric motor drive control system by embodiment of this invention. It is a conceptual diagram which shows the relationship between the torque and rotation speed of a motor generator, and a required voltage (induced voltage). It is a schematic waveform diagram which shows the form of a battery current. It is a conceptual diagram explaining the change characteristic of a battery loss. It is a conceptual diagram explaining the change characteristic of converter loss. It is a conceptual diagram explaining the change characteristic of an inverter loss. It is a conceptual diagram explaining the example of the change characteristic of the sum of an inverter loss and MG loss. It is a block diagram explaining the example of the power loss estimation in each component of the electric motor drive control system by embodiment of this invention. It is a block diagram explaining the other example of the power loss estimation in each component of the electric motor drive control system by embodiment of this invention.

Explanation of symbols

  5 Ground line, 6, 7 Power line, 10 # DC voltage generator, 10, 13 Voltage sensor, 11 Current sensor, 12 Temperature sensor, 15 Buck-boost converter, 20, 30 Inverter, 22, 32 U-phase arm, 24, 34 V-phase arm, 26, 36 W-phase arm, 27 Current sensor, 28 Rotation angle sensor, 50 Control unit (ECU), 100 Hybrid vehicle, 110 Engine, 112 Cooling water temperature sensor, 120 Power split mechanism, 125 Output shaft, 130 Reduction gear, 140 drive shaft, 150 wheels (drive wheels), 200 PWM control block, 210 current command generation unit, 220, 250 coordinate conversion unit, 230 rotation speed calculation unit, 240 PI calculation unit, 260, 450 PWM signal generation unit (Inverter), 300 Voltage command value generator, 320 Voltage command amplitude calculation , 330 Modulation rate calculation unit, 340 Control method selection unit, 350 PWM signal generation unit (converter), 400 rectangular wave voltage control block, 410 power calculation unit, 420 torque calculation unit, 430 PI calculation unit, 440 rectangular wave generator, 500 sine wave PWM control region, 510 overmodulation control region, 520 rectangular wave voltage control region, 550 battery loss estimation unit, 555, 565, 575, 575a, 575b, 575c loss estimation map, 560 converter loss estimation unit, 570 inverter loss Estimating unit, 576 output switching unit, 580 MG loss estimating unit, B traveling battery, C0, C1 smoothing capacitor, D1, D2, D11 to D16, D21 to D26 antiparallel diode, Ib battery current, Ibave battery average current, id d-axis current, Idcom d-axis Current command value, iq q-axis current, Iqcom q-axis current command value, iu, iv, iw three-phase current, Kmd modulation factor, L1 reactor, MCRT motor current, MG1, MG2 motor generator, N1, N2 neutral point, Nmt MG rotation speed, Pcnv converter loss, Plb (Plb1 + Plb2) Battery loss, Plcv converter loss, Plib1, Pinv2 inverter loss, Plmg1, Plmg2 MG loss, Pmt Motor supply power, Q1, Q2, Q11-Q16, Q21-Q26 Switching element Power semiconductor switching element), S1, S2, S11 to S16, S21 to S26 switching control signals, Tqcom, Tqcom (1), Tqcom (2) Torque command values, U1, U2, V1, V2, W1, W2 Coil winding line( Generator), Vb battery voltage, Vd d-axis voltage command value, VH system voltage, VH # system voltage command value, VH (i) candidate voltage, VHmax converter maximum output voltage, VHmin required minimum voltage, VHopt optimum voltage, Vmg1 , Vmg2 Required voltage (motor generator), Vq q-axis voltage command value, Vu, Vv, Vw Phase voltage command value, ΔIbr ripple current (battery current), ΔId d-axis current deviation, ΔIq q-axis current deviation, θ rotation angle (Motor generator), φv voltage phase, ω rotational angular velocity (motor generator).

Claims (12)

  1. DC power supply,
    A converter configured to be capable of boosting the output voltage of the DC power supply, variably controlling the output voltage of the DC power supply according to a voltage command value, and output to a DC power supply wiring;
    An inverter that performs power conversion between direct current power on the direct current power supply wiring and alternating current power that drives the electric motor by a plurality of switching elements so that the electric motor operates according to the operation command;
    A control device for setting the voltage command value of the converter,
    The controller is
    First loss estimation means for estimating a power loss in the DC power supply with respect to a DC voltage on the DC power supply wiring and an operating state of the electric motor based on a preset loss characteristic;
    Second loss estimation means for estimating a power loss in the converter with respect to the DC voltage and an operating state of the motor based on a preset loss characteristic;
    Third loss estimation means for estimating a power loss in the inverter with respect to the DC voltage and the operating state of the electric motor based on a preset loss characteristic;
    The required minimum voltage is determined in correspondence with the induced voltage of the motor in the current operating state of the motor, and a plurality of the direct currents are within a candidate voltage range equal to or higher than the required minimum voltage and equal to or lower than the output upper limit voltage of the converter. By calculating the total power loss including the total power loss estimated by the first to third loss estimation means based on the current operating state of the motor with respect to the voltage, the total power loss is minimized. And a voltage command value generating means for setting the voltage command value in accordance with the established DC voltage.
  2. The controller is
    Based on a preset loss characteristic, further comprising fourth loss estimation means for estimating a power loss in the motor with respect to the DC voltage and an operating state of the motor,
    The voltage command value generating means is
    Calculating the total power loss including the total power loss estimated by the first to fourth loss estimation means based on the current operating state of the motor, and the total power loss within the candidate voltage range; The motor drive control system according to claim 1, wherein the DC voltage that minimizes the voltage is formulated, and the voltage command value is set according to the formulated DC voltage.
  3. Switching control for the inverter is performed by selecting one control method from a plurality of control methods,
    The third loss estimation means estimates the power loss in the inverter according to the rotational speed and torque of the motor and the selected control method based on the loss characteristic set for each control method. The electric motor drive control system according to claim 1.
  4. The plurality of control methods are:
    Sinusoidal pulse width modulation control for performing switching control on the inverter so that each phase voltage applied to the electric motor becomes a pulse width modulation waveform voltage corresponding to the voltage command value;
    Overmodulation pulse width modulation control for performing switching control on the inverter so that each phase voltage applied to the electric motor becomes the pulse width modulation waveform voltage having a higher modulation rate than the sine wave pulse width modulation control; ,
    4. The motor drive control according to claim 3, further comprising: rectangular wave voltage control for performing switching control on the inverter so that each phase voltage applied to the motor becomes a rectangular wave voltage corresponding to the voltage command value. system.
  5.   The motor drive control system according to claim 1, wherein the loss characteristic represents a change in the power loss with respect to at least one of a rotation speed and torque of the motor and a DC voltage on the DC power supply wiring.
  6. The voltage command value generating means sets a plurality of candidate voltages within the candidate voltage range when the required minimum voltage and the output upper limit voltage are different, and converts the DC voltage to the plurality of candidate voltages. Calculating the total power loss in each case according to the estimation by the first to third loss estimation means, and formulating the DC voltage that minimizes the total power loss based on the calculation result; The electric motor drive control system according to claim 1.
  7. A control method for an electric motor drive control system, comprising:
    The motor drive control system is
    DC power supply,
    A converter configured to be capable of boosting the output voltage of the DC power supply, variably controlling the output voltage of the DC power supply according to a voltage command value, and output to a DC power supply wiring;
    An inverter that performs power conversion between the DC power on the DC power supply wiring and the AC power that drives the motor by a plurality of switching elements so that the motor operates according to the operation command;
    The control method is:
    Estimating a power loss in the DC power supply with respect to a DC voltage on the DC power supply wiring and an operating state of the electric motor based on a preset loss characteristic;
    Estimating a power loss in the converter with respect to the DC voltage and an operating state of the electric motor based on a preset loss characteristic;
    Estimating a power loss in the inverter with respect to the DC voltage and an operating state of the electric motor based on a preset loss characteristic;
    Obtaining a required minimum voltage corresponding to the induced voltage of the motor in the current operating state of the motor;
    The DC power supply, the converter, estimated based on the current operating state of the motor with respect to the plurality of DC voltages within a candidate voltage range that is not less than the necessary minimum voltage and not more than the output upper limit voltage of the converter And formulating the DC voltage that minimizes the total power loss by calculating a total power loss including the total power loss in the inverter; and
    And a step of setting the voltage command value according to the established DC voltage.
  8. Further comprising estimating a power loss in the motor with respect to the DC voltage and an operating state of the motor based on a preset loss characteristic;
    The formulating step calculates the total power loss including a total power loss in the DC power source, the converter, the inverter and the motor, estimated based on a current operating state of the motor; and The control method of the motor drive control system according to claim 7, wherein the DC voltage that minimizes the total power loss within the candidate voltage range is formulated.
  9. Switching control for the inverter is performed by selecting one control method from a plurality of control methods,
    The step of estimating the power loss in the inverter is based on the loss characteristics set for each control method, and the power loss in the inverter according to the rotation speed and torque of the motor and the selected control method. The method for controlling the motor drive control system according to claim 7, wherein:
  10. The plurality of control methods are:
    Sinusoidal pulse width modulation control for performing switching control on the inverter so that each phase voltage applied to the electric motor becomes a pulse width modulation waveform voltage corresponding to the voltage command value;
    Overmodulation pulse width modulation control for performing switching control on the inverter so that each phase voltage applied to the electric motor becomes the pulse width modulation waveform voltage having a higher modulation rate than the sine wave pulse width modulation control; ,
    The motor drive control according to claim 9, further comprising: rectangular wave voltage control for performing switching control on the inverter so that each phase voltage applied to the motor becomes a rectangular wave voltage corresponding to the voltage command value. How to control the system.
  11. The control method of the motor drive control system according to claim 7, wherein the loss characteristic represents a change in the power loss with respect to at least one of a rotation speed and torque of the motor and a DC voltage on the DC power supply wiring.
  12.   The formulating step sets a plurality of candidate voltages within the candidate voltage range when the required minimum voltage and the output upper limit voltage are different, and sets the DC voltage to each of the plurality of candidate voltages. And calculating the total power loss based on the estimation of power loss in the DC power source, the converter and the inverter, and formulating the DC voltage that minimizes the total power loss based on the calculation result The method for controlling an electric motor drive control system according to claim 7.
JP2006150110A 2006-05-30 2006-05-30 Electric motor drive control system and control method thereof Active JP5109290B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2006150110A JP5109290B2 (en) 2006-05-30 2006-05-30 Electric motor drive control system and control method thereof

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2006150110A JP5109290B2 (en) 2006-05-30 2006-05-30 Electric motor drive control system and control method thereof
CN2007800202567A CN101461130B (en) 2006-05-30 2007-05-23 Motor drive control system and control method thereof
EP07744363.8A EP2023482A4 (en) 2006-05-30 2007-05-23 Motor driving control system and its control method
KR1020087031712A KR101021256B1 (en) 2006-05-30 2007-05-23 Motor driving control system and its control method
PCT/JP2007/060944 WO2007139126A1 (en) 2006-05-30 2007-05-23 Motor driving control system and its control method
US11/802,523 US7701156B2 (en) 2006-05-30 2007-05-23 Electric motor drive control system and control method thereof

Publications (3)

Publication Number Publication Date
JP2007325351A5 JP2007325351A5 (en) 2007-12-13
JP2007325351A JP2007325351A (en) 2007-12-13
JP5109290B2 true JP5109290B2 (en) 2012-12-26

Family

ID=38778644

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2006150110A Active JP5109290B2 (en) 2006-05-30 2006-05-30 Electric motor drive control system and control method thereof

Country Status (6)

Country Link
US (1) US7701156B2 (en)
EP (1) EP2023482A4 (en)
JP (1) JP5109290B2 (en)
KR (1) KR101021256B1 (en)
CN (1) CN101461130B (en)
WO (1) WO2007139126A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10523133B2 (en) 2015-11-04 2019-12-31 Mitsubishi Electric Corporation Vehicular motor control device and vehicular motor control method

Families Citing this family (72)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100463354C (en) * 2004-03-24 2009-02-18 三菱电机株式会社 Control device for permanent-magnet synchronous motor
DE102005044174A1 (en) * 2005-09-16 2007-03-22 Bayerische Motoren Werke Ag Distance-related cruise control system
JP4407679B2 (en) * 2006-08-25 2010-02-03 マツダ株式会社 Control device for hybrid vehicle
JP4984236B2 (en) * 2007-04-17 2012-07-25 株式会社デンソー Electric vehicle control device
JP4274271B2 (en) * 2007-07-26 2009-06-03 トヨタ自動車株式会社 Voltage converter
TW200909822A (en) * 2007-08-17 2009-03-01 Delta Electronics Inc Measuring apparatus for power loss of magnetic device
JP2009142117A (en) * 2007-12-10 2009-06-25 Ihi Corp Motor power supply apparatus and method of producing the same
JP4353304B2 (en) * 2008-02-19 2009-10-28 トヨタ自動車株式会社 Motor drive control device
JP4453765B2 (en) 2008-02-26 2010-04-21 トヨタ自動車株式会社 Hybrid vehicle and control method thereof
JP4424427B2 (en) * 2008-03-18 2010-03-03 トヨタ自動車株式会社 Vehicle control apparatus and control method
JP2009227080A (en) * 2008-03-21 2009-10-08 Toyota Motor Corp Power output device and vehicle equipped with the same, and driving device and control method for them
US8179705B2 (en) * 2008-05-27 2012-05-15 Power-One, Inc. Apparatus and method of optimizing power system efficiency using a power loss model
JP5217741B2 (en) * 2008-07-31 2013-06-19 トヨタ自動車株式会社 System operation controller
JP2010089719A (en) * 2008-10-10 2010-04-22 Toyota Motor Corp Power supply system for hybrid car
JP5065223B2 (en) * 2008-10-17 2012-10-31 トヨタ自動車株式会社 Vehicle control system
JP4329880B1 (en) * 2009-01-14 2009-09-09 トヨタ自動車株式会社 AC motor control device and electric vehicle
JP5438328B2 (en) * 2009-01-26 2014-03-12 トヨタ自動車株式会社 Vehicle motor control system
FR2944166B1 (en) * 2009-04-03 2011-03-18 Sagem Defense Securite Motor supply circuit and flight control member equipped with such a circuit
JP5526975B2 (en) * 2009-05-13 2014-06-18 株式会社安川電機 Electric motor control device and control method thereof
US8575875B2 (en) * 2009-05-27 2013-11-05 Toyota Jidosha Kabushiki Kaisha Control device for voltage converter, vehicle equipped with the same, and control method for voltage converter
DE112010000468T5 (en) 2009-06-22 2012-05-24 Aisin Aw Co., Ltd. Control device for an electric motor drive device
JP5493568B2 (en) * 2009-08-06 2014-05-14 株式会社デンソー Electric motor drive device, electric motor drive device control method, and electric device
JP5297953B2 (en) 2009-09-08 2013-09-25 トヨタ自動車株式会社 Electric motor drive system for electric vehicle
US8373372B2 (en) * 2009-09-25 2013-02-12 Ut-Battelle, Llc Electrical motor/generator drive apparatus and method
JP4912516B2 (en) * 2009-12-08 2012-04-11 三菱電機株式会社 Power converter
KR101308791B1 (en) * 2010-03-26 2013-09-17 미쓰비시덴키 가부시키가이샤 Power conversion device
JP5505042B2 (en) * 2010-03-31 2014-05-28 株式会社豊田自動織機 Neutral point boost DC-three-phase converter
JP5413505B2 (en) 2010-04-21 2014-02-12 トヨタ自動車株式会社 Control device for motor drive system and vehicle equipped with the same
WO2011158775A1 (en) * 2010-06-15 2011-12-22 株式会社Ihi Power-saving driving apparatus and power-saving driving method for apparatus with uniform load pattern
JP5549864B2 (en) * 2010-06-15 2014-07-16 株式会社Ihi Power saving drive apparatus and method for apparatus having the same load pattern
EP2621079A4 (en) * 2010-09-24 2017-08-02 Nissan Motor Co., Ltd Inverter control device and inverter control method
EP2671772A4 (en) * 2011-02-03 2018-05-02 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and control method thereof
FR2975242B1 (en) * 2011-05-13 2013-04-26 Michelin Soc Tech Device and method for managing the electric brake of a vehicle
JP5172992B2 (en) * 2011-06-02 2013-03-27 ファナック株式会社 Motor drive device including maximum output calculation unit of DC conversion unit
CN103650330B (en) * 2011-06-30 2017-08-25 丰田自动车株式会社 The control method of motor drive, the vehicle for possessing the motor drive and motor drive
JP2013034315A (en) * 2011-08-02 2013-02-14 Fuji Electric Co Ltd Inverter control device
JP5661008B2 (en) 2011-09-06 2015-01-28 トヨタ自動車株式会社 Motor control system
JP5893876B2 (en) * 2011-09-13 2016-03-23 トヨタ自動車株式会社 Motor control system
JP5781875B2 (en) * 2011-09-14 2015-09-24 トヨタ自動車株式会社 Rotating electrical machine control system
US8816627B2 (en) * 2011-11-10 2014-08-26 Mitsubishi Electric Research Laboratories, Inc. Energy efficient motion control system
KR101283892B1 (en) * 2011-12-07 2013-07-08 기아자동차주식회사 Dc-dc converter control system for green car and method thereof
JP6024209B2 (en) * 2012-05-29 2016-11-09 株式会社豊田自動織機 Battery charger control system
JP5972060B2 (en) * 2012-06-15 2016-08-17 東芝三菱電機産業システム株式会社 Drive system controller
FR2994899B1 (en) * 2012-08-29 2014-09-12 Renault Sa Method for controlling an electric machine limiting energy losses
US20140121867A1 (en) * 2012-11-01 2014-05-01 GM Global Technology Operations LLC Method of controlling a hybrid powertrain with multiple electric motors to reduce electrical power losses and hybrid powertrain configured for same
JP5930064B2 (en) 2012-11-13 2016-06-08 トヨタ自動車株式会社 Boost converter controller
JP5910752B2 (en) 2012-11-13 2016-04-27 トヨタ自動車株式会社 Boost converter controller
JP2014121215A (en) * 2012-12-18 2014-06-30 Honda Motor Co Ltd Load drive control device
JP5955761B2 (en) 2012-12-25 2016-07-20 トヨタ自動車株式会社 Vehicle control device
JP2014128052A (en) * 2012-12-25 2014-07-07 Toyota Motor Corp Control device for vehicle
TWI509941B (en) * 2013-06-05 2015-11-21 Universal Scient Ind Shanghai Voltage regulator, operation method thereof and voltage regulating system
JP2015014278A (en) * 2013-07-08 2015-01-22 ヤマハ発動機株式会社 Starter generator and control method therefor
JP6119475B2 (en) 2013-07-15 2017-04-26 株式会社ジェイテクト In-vehicle motor controller
CN104333291B (en) * 2013-07-22 2017-08-04 西门子公司 motor drive control device and control method
US9484733B1 (en) * 2013-09-11 2016-11-01 Western Digital Technologies, Inc. Power control module for data storage device
JP6084914B2 (en) * 2013-09-24 2017-02-22 トヨタ自動車株式会社 Power supply system
KR101451787B1 (en) * 2014-06-19 2014-10-21 국방과학연구소 High efficiency power conversion control strategy for electric vehicle
US9783185B2 (en) 2014-08-19 2017-10-10 General Electric Company Vehicle propulsion system having an energy storage system and optimized method of controlling operation thereof
US9889752B2 (en) 2014-08-19 2018-02-13 General Electric Company Vehicle propulsion system having an energy storage system and optimized method of controlling operation thereof
US9399407B2 (en) 2014-08-19 2016-07-26 General Electric Company Vehicle propulsion system having an energy storage system and optimized method of controlling operation thereof
US9878632B2 (en) 2014-08-19 2018-01-30 General Electric Company Vehicle propulsion system having an energy storage system and optimized method of controlling operation thereof
KR20160047808A (en) * 2014-10-23 2016-05-03 현대모비스 주식회사 System for driving hybrid electric vehicles and method for controlling phase of pwm carrier signal in the system
EP3043467A1 (en) * 2015-01-12 2016-07-13 Siemens Aktiengesellschaft Control of a drive device
JP6406108B2 (en) 2015-04-15 2018-10-17 株式会社デンソー Control device for motor control system
JP6080996B1 (en) * 2016-03-01 2017-02-15 三菱電機株式会社 Electric motor drive system
JP6143905B1 (en) * 2016-03-08 2017-06-07 三菱電機株式会社 Control device for rotating electrical machine drive device
JP6380435B2 (en) 2016-03-16 2018-08-29 トヨタ自動車株式会社 Vehicle solar cell system
KR101856317B1 (en) 2016-04-18 2018-05-10 현대자동차주식회사 Control method and system of vehicle converter
JP6451692B2 (en) * 2016-05-13 2019-01-16 トヨタ自動車株式会社 Automobile
KR101956991B1 (en) * 2016-11-25 2019-03-12 현대자동차주식회사 Method for controlling dual inverter
CN109937531A (en) * 2017-10-18 2019-06-25 日立江森自控空调有限公司 Power inverter and refrigerating and air conditioning machine
US20200026269A1 (en) * 2018-07-19 2020-01-23 Aurora Flight Sciences Corporation Performance monitoring system for an electric drive system

Family Cites Families (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5373195A (en) * 1992-12-23 1994-12-13 General Electric Company Technique for decoupling the energy storage system voltage from the DC link voltage in AC electric drive systems
JP2000032799A (en) * 1998-07-07 2000-01-28 Hitachi Ltd Controller and control method for electric rotating machine
JP3472522B2 (en) 2000-02-21 2003-12-02 株式会社日立製作所 Multiple motor control device, power conversion device, inverter module, converter module
JP2003033071A (en) 2001-07-18 2003-01-31 Nissan Motor Co Ltd Motor controller
JP3692993B2 (en) 2001-10-04 2005-09-07 トヨタ自動車株式会社 Drive device and power output device
CA2470934C (en) 2002-01-16 2008-04-22 Toyota Jidosha Kabushiki Kaisha An apparatus and method for controlling a voltage converter
JP2004208409A (en) * 2002-12-25 2004-07-22 Denso Corp Power controller for vehicle
US6831429B2 (en) * 2003-03-10 2004-12-14 Visteon Global Technologies, Inc. Prediction of available torque and power from battery-powered traction motor
JP2003348892A (en) 2003-04-21 2003-12-05 Hitachi Ltd Control unit for a plurality of motors, power converter, inverter module and converter module
JP4280573B2 (en) * 2003-07-31 2009-06-17 トヨタ自動車株式会社 Load drive device
JP4364651B2 (en) * 2004-01-07 2009-11-18 三菱電機株式会社 Booster and motor controller
KR100835331B1 (en) * 2004-02-03 2008-06-04 도요다 지도샤 가부시끼가이샤 Hybrid fuel cell system and voltage conversion control method thereof
JP2005269723A (en) * 2004-03-17 2005-09-29 Nissan Motor Co Ltd Motor drive controller
US7149618B2 (en) * 2004-05-15 2006-12-12 General Motors Corporation Cost structure method including fuel economy and engine emission considerations
JP2006020418A (en) * 2004-07-01 2006-01-19 Nissan Motor Co Ltd Apparatus and method of controlling motor
WO2006011253A1 (en) * 2004-07-23 2006-02-02 National Institute Of Advanced Industrial Science And Technology Flap endonuclease variant
JP4571480B2 (en) * 2004-11-04 2010-10-27 本田技研工業株式会社 Electric motor control device
JP4635703B2 (en) * 2005-05-02 2011-02-23 トヨタ自動車株式会社 Control device for motor drive system
JP4797476B2 (en) * 2005-07-12 2011-10-19 トヨタ自動車株式会社 Secondary battery control device
JP4483749B2 (en) * 2005-09-12 2010-06-16 株式会社デンソー Control device for power conversion circuit
US7847437B2 (en) * 2007-07-30 2010-12-07 Gm Global Technology Operations, Inc. Efficient operating point for double-ended inverter system
US8406970B2 (en) * 2007-11-03 2013-03-26 GM Global Technology Operations LLC Method for stabilization of optimal input speed in mode for a hybrid powertrain system
US8010247B2 (en) * 2007-11-03 2011-08-30 GM Global Technology Operations LLC Method for operating an engine in a hybrid powertrain system
US8285431B2 (en) * 2007-11-03 2012-10-09 GM Global Technology Operations LLC Optimal selection of hybrid range state and/or input speed with a blended braking system in a hybrid electric vehicle
US7988594B2 (en) * 2007-11-04 2011-08-02 GM Global Technology Operations LLC Method for load-based stabilization of mode and fixed gear operation of a hybrid powertrain system
US8346449B2 (en) * 2007-11-04 2013-01-01 GM Global Technology Operations LLC Method and apparatus to provide necessary output torque reserve by selection of hybrid range state and input speed for a hybrid powertrain system
US8374758B2 (en) * 2007-11-04 2013-02-12 GM Global Technology Operations LLC Method for developing a trip cost structure to understand input speed trip for a hybrid powertrain system
US8126624B2 (en) * 2007-11-04 2012-02-28 GM Global Technology Operations LLC Method for selection of optimal mode and gear and input speed for preselect or tap up/down operation
US8504259B2 (en) * 2007-11-04 2013-08-06 GM Global Technology Operations LLC Method for determining inertia effects for a hybrid powertrain system
US8200383B2 (en) * 2007-11-04 2012-06-12 GM Global Technology Operations LLC Method for controlling a powertrain system based upon torque machine temperature
US8396634B2 (en) * 2007-11-04 2013-03-12 GM Global Technology Operations LLC Method and apparatus for maximum and minimum output torque performance by selection of hybrid range state and input speed for a hybrid powertrain system
US8112207B2 (en) * 2007-11-05 2012-02-07 GM Global Technology Operations LLC Method and apparatus to determine a preferred output torque for operating a hybrid transmission in a continuously variable mode
US8073601B2 (en) * 2007-11-05 2011-12-06 GM Global Technology Operations LLC Method for preferential selection of mode and gear and input speed based on multiple engine state fueling costs for a hybrid powertrain system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10523133B2 (en) 2015-11-04 2019-12-31 Mitsubishi Electric Corporation Vehicular motor control device and vehicular motor control method

Also Published As

Publication number Publication date
US20070278986A1 (en) 2007-12-06
EP2023482A1 (en) 2009-02-11
KR20090015151A (en) 2009-02-11
JP2007325351A (en) 2007-12-13
US7701156B2 (en) 2010-04-20
CN101461130B (en) 2012-05-09
WO2007139126A1 (en) 2007-12-06
KR101021256B1 (en) 2011-03-11
EP2023482A4 (en) 2017-07-19
CN101461130A (en) 2009-06-17

Similar Documents

Publication Publication Date Title
JP4582168B2 (en) Rotating machine control device and rotating machine control system
KR100986712B1 (en) Control apparatus and method for motor drive system
US7859201B2 (en) Charge control apparatus, electrically powered vehicle and electric storage charge control method
JP4665809B2 (en) Electric motor drive control system
US7362597B2 (en) AC voltage generating apparatus and motive power outputting apparatus
US6486632B2 (en) Control device for motor/generators
KR101628385B1 (en) Control method for permanent magnet synchronous motor
EP1881596A1 (en) Motor drive system control device and electric vehicle using the same
JP4978429B2 (en) Electric motor control device, electric vehicle and hybrid electric vehicle
JP4513907B2 (en) Hybrid vehicle
US8502493B2 (en) Control device and control method for alternating-current motor
US8471519B2 (en) Control device and control method for AC motor
US20040222754A1 (en) Power output apparatus, motor driving method and computer-readable recording medium having program recorded thereon for allowing computer to execute motor drive control
EP1788698A1 (en) Electrically powered vehicle mounting electric motor and control method therefor
JP5297953B2 (en) Electric motor drive system for electric vehicle
US8063596B2 (en) Apparatus for carrying out improved control of rotary machine
CN101432175B (en) Internal combustion engine stop control device and stop control method
US8148937B2 (en) Alternating-current motor control apparatus
JP5246508B2 (en) Control device for motor drive device
JP5354086B2 (en) Electric vehicle and control method thereof
CN1939766B (en) Power control apparatus, electrically powered vehicle and power control method of power system
KR100982798B1 (en) Motor drive system
JP4985780B2 (en) Electric motor control device, drive device and hybrid drive device
JP4396644B2 (en) Start control device for internal combustion engine
US8232753B2 (en) Control device for electric motor drive apparatus

Legal Events

Date Code Title Description
A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20090204

A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20090204

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20110823

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20111019

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20120228

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20120911

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20120924

R151 Written notification of patent or utility model registration

Ref document number: 5109290

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20151019

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20151019

Year of fee payment: 3